Railway-crossing signal system.



G.BRYANT. RALWAY ROSSING SIGNAL SYSTEM.

APPLIGATION FILED JUNE 24, 1911.

Patented Aug. 26, 1913.

G. BRYANT. RAILWAY CROSSING SIGNAL SYSTEM. APPLICATION FILEDJUNE 24,1911.

1,071,506. Fatemi Aug. 26, 1913. v I a SHEETS-smug.

fzUezZa/R G.. BRYANT. RAILWAY oossme SIGNAL sxgTBM. y APPLICATION FILED JUNE 24, N11. 1,071,506, Patented Aug. 26, 1913.

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@ewige agg/77j* mechanism is initiated GEORGE BRYANT, 0F HIGHLAND PARK, ILLINOIS.

RAILWAY-CROSSING SIGNAL SYSTEM.

Specification of Letters Patent.

Patented Aug. 26,1913.

Application filed June 24, 1911. Serial No. 635,089.

To all whom it may concern Be it known that I, GEORGE BRYANT, a citizen of the United States, residing at Highland Park, in the county of'liake and State of Illinois, have invented certain new and useful Improvements in Railway-Cross- .ing Signal Systems, of which the following 1s a specification.

My invention relates to improvements in railway crossing signal systems.

One of the objects of my invention is to provide a signal system whereby an alarm is sounded, at the road crossing of a railway, to warn drivers of teams, automobiles, or other vehicles and other persons about to cross the track of the near approach of a car or train on said track.

Another, more speciiic, object of my invention is to provide, in a system of the character described, means whereby trains approaching a crossing from either direction will automatically cause the energization o'r' ya signal instrumentality, such as a bell or the like, and cause the cessation of said signal at or about the time when said train arrives at said crossing.

Other and furthtr objects of my invention will become read skilled in the art from a consideration of the hereinafter contained description taken in conjunction with the drawings, wherein-- Figure 1 is a diagramn atic illustration ot' the electric circuits embolied in my alarm System; Fig. 2 shows a fro it elevation of an instrument comprising twf. interlocking relays mounted fer convenieace on a single base of insulating material; Fig. 3 shows a side .elevation of same; Fig. l is a brokeni. away portion of the relays showing the interloeking and circuit controlling mechanism; Fig. 5 is a similar view showing said parts in different positions ot operation; Fig. G is a cross sectional view, taken on line 6 6 of Fig. 2; Fig. 7 a section taken on line 7-7 of Fig. 2. Y

In all of the Views, the same ret'erence characters indicate similar parts.

I will first describe the mechanism ot the various devices used in the system, so that their operation will be understood, when they are referred to in the description of the system. f"

In my system, the operation of the alarm without the necessity for the moving train to directly operate or move any mechanical switch closing or other ily apparent to persons movable devices, and without interrupting or otherwise affecting the circuit communieating with the source ot' electric energy.

A pair of interlocking relays are preterably mounted upon a single base, 10, o't` insulat-ing material, such as marble,vslate, or the like. y

The solenoid coil 11 is mounted in an iron frame 12, comprising brackets 13 and 14, said brackets being joined by the fiat iron plate 15, so as to almost complete the magnetic circuit. The responsive core 16 is adapt-edV for sliding movement within the solenoid, and at its lower end is connected to a switch-operating rod 17. The upper end of the core 16 is provided with a guiding pin 16% The lower end of the rod 17 is guided in a bracket 19, so that when the magnet is energized, the core 1G and rod 17 are raised vertically and returned by the eiiect of gravity. n the lower end of the rod 17 is adjustably secured a bracket 20. An insulated stem 21 is secured in an arm ot bracket 20. One end thereof is bifurcated as at 22, and between the prongs, thus provided, it carries a contact wheel 23, rotatably secured to the forked portion between ,the prongs thereof, and adapted freely to turn on the shaft 24. rlhe opposite end of the stem 2l is screw-threaded and carries two nuts 25 and 26 between which are fixed a spring brush or yielding electrical conductor 27`adapted to move freely over and make contact with the electrically conducting plate 2S, in order to maintain the wheel 23 in electrical continuity with the circuit The electrically conducting plate 2S is provided with a terminal 29 to which the circuit wires,in which the device is to be included, are connected.

The electric switch terminall cooperating with the wheel 2? consists ot two arms 30-31 that converge laterally from a point near their ends toward cach other toform a fork, the two arms ot' which' are so close together as to require a slight separation when the wheel 23 enters them. They are therefore yieldingly supported, as by plates 32 and 33, which are thin and ot springy material, such as phosphor bronze, so as to be easily moved when pressure `is applied between the fork members. The

and 31 and to the plates of corresponding thickness 35 and 36 respectively. Between the plates 35 and 36 is included a longer plates 32 and 33 are riveted as at 34 to the arms Cl() plate 38 which extends to a point within the area partly surrounded by the members 30 and 31, constituting the fork. The plate 3S projects slightly beyond the point where these members meet so as to aiford an abutment or stop for the wheel d3, so that the wheel 23 will not separate the members 30 and 31 to such a degree as to open the circuits when it is forcibly inserted between them.

A screw 3 9 passes loosely through the members 30, 31, and 33, and between one of the outer members and the end of the screw 39 is an open compression spring 10, held by a nut 411 on the screw 39, so as to afford an elastic means for holding the members 30 and 31 in normal contact with the plate 3S, and thereby to provide a yielding means to hold the elements 30 and 31 in Contact with the roller 23, whereby large areas of contact are provided and the surfaces maintained clean by the friction of the contacting parts. This electrical switch element is maintained on an insulating block ft2, and is provided with an electrical terminal post 13. The bracket 2O is provided with a lat` erally projecting arm or part 44C, slotted, as at 45, and carrying a bearing pin The rod 17 is provided with a spline l? and a feather 4S in the bearing 19 to prevent the rod from turning when it is moved vertically for the purpose of opening and closing the switch.

So far I have described one of the relays. The other relay is a duplicate in eve-ry essential respect and I therefore indicate corresponding parts with the same reference characters with the addition of the exponent prime A bearing bracket 49 is secured to the 'brackets 1.9*19 by screws 50 50. To the bearing 110 is loosely secured a swinging latch member 51, pivoted as by a screw Near the upper end of the latch member 51 vis provided notch 53, providing upper and lower inclined shoulders and respectively, and near the midzone with a shoulder 5G, the office of said shoulder being hereafter described.

For the purpose of conveniently distinguishing the relays, l will term one on the left the west i relay and the one on the right the cast relay. Fig. i shows that .the west relay has lbeen and is energized and that the contact wheel 23 has been brought into conjunction with the fork switch 'element 30-`31 and has made electrical contact therewith, so as to complete the electric circuit through said contacts. It will be noted that the latch member 51 has been tilted slightly toward the east relay by pin 46 of the west relay which comes into conjunction with the shoulder 54 of the latch, so that the shoulder 56 overlies' the pin 46 of the east relay, preventing the lifting of the rod or stem 17 .should the east relay now become energized, and therefore the east relay is locked against movement during the time when the west relay is so energized. It will be observed that the shoulder 54 is inclined or slanting, and that the pin 46 has not left the shoulder, in the position shown in Fig. 1. If, now, the east relay be energized beforev the west relay is dcnergized, when thelatter is denergized, the latch 51 will be thrown over to the position shown in F ig. 5, whereby the pin 4.6 has entered the slot 53 between the shoulders 54 and. It is there held against further movement, in either direction., by the-contact of the pin L16 with the shoulder 56 of the energized, east relay. 1f, now, the circuits for both relays be opened, 'then the parts will fall by the effect of gravity to.

the positions shown in `Fig. 2. 1n every instance, it is the relay through which the current first flows that will operate the switch to throw in the auxiliary circuit, and if the other associate relay should be energized during the time that the first relay is energized, or before the first relay has been denergized, the second relay is locked against operative movement, even if it continues in energization after the denergization of the relay first to operate andis thus prevented from closing its subsidiary' circuit, for a scribed. p

New, referring to Fig. 1, in which my system is schematically shown, 105 is a trolley wire, bridged between points 106 and 107 by a branch wire 105. The points 106 and 107 are located at a distace remote from. the road crossing at which it is desired to ring the alarm bell until the car has reached the crossing. 108 is the highway crossing. From these points, respectively, sections 109 and 110 of the trolley wire are extended, to the road crossing-'and are overlapped and secured in such way, at theroad crossing, that the trolley wheel will malte contact with both of the sections for a short period of time, as shown at 111. lThe branches 109 and 110 are connected to the main trolley wire 105 through resistances R and R, which shall be of such carrying capacity as to be able to carry the current necessary for supplying the cars between the points 106, 107, and l111 respectively. Around -the resistances R and R', at each end, are connected switch magnets 112 and 112, respectively. Between the points 106 and 113, is connected the coil for the switch magnet of the west relay, and between oints 107 and 113 is connected the coil o the switching magnet of the east relay. A responsive armature 114 is pivoted, as at 115, to a standard or support 116. lt is normally held in raised position by spring 117 against the stop 118. Switch terminals 119 and 120 are adapt/edt() purpose to be hereinafter olebe closed by the armature 114, or any suitable switch lever operated thereby, as' soon as the electrtmiagnet 112 is energized. The circuit is adapted to be opened by the retraction ot' the armature 111 by the spring 11T. when the said magnet is denergized. .t wire 121 is connected to the trolley 105 and to the switch terminal 110. A wire 122 connects switch terminal 120 to the contact Ylil ol the west relay. The contact 29 of the relay switches is common to both relays and is connected to the bell terninal 73 by a wire 1221, the remaining terminal 7l having connection to the ground] by wire 121 through a series -ot incandescent lamp resistances 125. In the present instance, the west relay coil 11 has one terminal connected to the contact 13. The east relay coil has one terminal connected to contact 423. lhe remaining terminals ot said coils are connected together as at 130 and this l|une1ion point is connected to the ground by `wire 131 through a series of resistance lamps 1212. It' desirable, wire 131 could be connected to wire 124 and only a single series ot resistance lamps 125 used. I have shown two series of lamps for sake of clearness ot' illustration. i"

'lho operation of the system is as follows:

A\ssuming that the car is going east and has` passed the point 113, which as a matter ot fact, is substantially t-he point 106,-t-hen the current necessary for operating the car will pass through the resistance 1tv over the branch 109, through the car motor to the ground, the branch 109 being separated between the pointslOG and 113, but bridged between these points by resistance It. The coil `112 being parallel with the resista-nce R, sutlicient current will pass through the coil to energize and attract its responsive arnrature 114 and close the circuit between the terminal 119 and 120. The circuitis thus closed between the trolley wire and the ground as follows: wire I121, '119 to 120 through switchflever 114, by wire 122 to point L13 of the west rela thence through coil 11 to ground, over wire 131 and through lamps 132, thus energizing the west relay and causing it to raise its armature into position shown in Fig. 1, bringing switch members 23 and 30-31 into contact. It therefore closes the circuit through the bell (S2, from pointfll to point 29, by wire 1221, through the bell, and by wlre 121, through lamps 125 to ground 126. 1n usual lashion, the bell short circuits its own niagnet as the gong is struck causing the striker to drop back and break the short circuit and ready to strike another blow. By this means, a rapid succession of blows are un: parted to the gong by the alarm bell, located at the highway crossing. The bell will continue to ring during the time the magnet 112 isv energized or so long as the train or caf: has electrical communication with branch 109 of the trolley wire 105. A train coming from the'opposite direction cannot interfere with the operation of the bell. In order that the east bound car, .in the present example,

to ring atter the car has passed the crossing,

may not continue to canse the bell the east relay should be energized before the west relay is t'lenergized, and for this purpose, I provide. Aas a means, the closing of the east circuit by lapping the branches 109 and 110 so that for a short period of timeboth relays are energized, ythen the west relay shall become de'energized.

In li`ig. t, both relays may bev energized, but the armature ot' the east relay is not operative being locked by the shoulder 11 of the latch 51, overlying pin 16. When the trolley wheel ot' the east bound car leaves the branch 109, current will no longer flow over this branch, the circuit being now open at 111, the armature will be retracted by spring 117, and the circuit to the west relay will be opened. The' armature of the west relay will now fall to the position shown in lfig. 5, opening its own contact, but still holding the east relay locked and preventing the operation of the east circuit while the cast bound car is between the crossing and the point 113. When the car reaches this point, both relays will be .denergizeth and the relays will therefore have their parte returned to positions shown in Fig. 4, and' current will no longer pass over the branches 101) or 110, nor over any of the Sig nal circuits.

W hen a car is going from east to west, it, in association with the apparatus, performs the same signaling function as clearly obvious from the foregoing illustration ,and from the drawings.

Whilel I have described a single elribodiV` I ment of my invention it will be apparent that changes may be made in the details thereof without departure from the spirit of the invention and Awithin the scope of the appended claims.

What I claim is:

1. In a system ol the character described,l a trolley wire having sections insulated from each other at a highway crossing, the trolley ends beyond said sections being electrically. connected, connections between each.

sectionand-the trolley includiine an electroresponsive device, a signal initiatingcircuit controlled by each said electro-responsive device, siginil-initiating means including an electro-responsive device in each said signal initiating circuit, means tor mutuai control between said signabinitiating means, and signaling means controlled by said signalinitm'ting means.

SJ. Tn a system ot the character described,

die

a trolley Wire having sections overlapping and insulated from each other at a highway crossing,l the trolley ends beyond said sections beingelectrically connected, connections between each section and the trolley including an electro-responsive device, a signal initiating circuit controlled by each said electro-responsive device, signal-initiating means including an electro-responsive device in each said signal initiating circuit, means operable by simultaneous contact of a car-carried part with both sections, due to said overlap thereof, for mutual control between said signal-initiating means, and signaling means controlled by said .signalinitiating means,

3. In a signal system,-the combination with a trolley Wire and a communicating car, of two trolley Wire branches extending along the path of the trolley wire from given points toward an intermediate point, said branches normally disconnected from each other; a bridge Wire spanning said branches and connecting said trolley wires beyond said branches, a signal producing means located at said intermediate point, signal initiating means connected between said trolley wire and said branches adapted and arranged to be energized when said car is in electrical communication with either of said branches, and- Ineans for disabling the operation of the signal producing means when the car is about to break Contact with one branch and make contact with the other branch to prevent operation of the signal when the car is leaving said intermediate point.

1t. in a signal system, the combination with a trolley wire and a communicating' car, ot two separated trolley wire branches connected to the trolley wire at remote points, and extending toward an intermediate point from opposite directions, a bridge wire spanning said .branches to complete the uninterrupted continuity ot said trolley wire, a signal producing meansy located at said intermediate point, signal'J initiating means connected between said trolley wire and said branches, respectively, adapted and arranged to he energized, respectively, when said car is in electrical connection with either of said branches, a relay for cach initiating means, for closing the circuit ot the signal producing means, and 'means operated by the relay first energized for oprespective rotnsoe eratively disabling the other relay until the car leaves both said branches.

5. In a signal system, the combination with a trolley wire and a communicating car, of two separated trolley wire branches,

cach connected to the. trolley wire at remote points and extending toward an intermediate point from opposite directions, means, at said intermediate point, for connecting said branches together by the operation of the trolley wheel, a bridge wire spanning said branches to complete the uninterrupted continuity of said trolley wire, a signal producing means lo :ated at said intermediate point, signal initiating means connected between said trolley wirc and said` branches, respectively, adapted and arranged to be energized when said car is in electrical communication with the appropriate branch, a relay for each initiating means, and a trolley wheel carried by the car, adapted and arranged to close the circuit through thc idle relay before the opening of the circuitof the energized relay to lock and disable the operation ot the second.

relay while the car is in communication with the second said branch, and while leavingl said intermediate point. l

(l. ln a system of the character described, a trolley wire having sections insulated from each other at. a highway crossing, the trolley ends beyond said sections being electrically connected, connections between each section and the trolley wireI including an electro-rcsponsive device, a signal circuit and a signal-initiating circuit. appurtenant to each said section, both controlled by the electroresponsive device for that section, the signal circuits appurtenant to both sections having a portion in common, signal-initiating means including an elcetro-responsive device in cach said signal-initiating circuit each operable to control the appropriate signal circuit, signaling means including an electro-responsive device in said common portion ot the signal. circuits, and means for mutual control between elcetro-responsive devices ot the signal-initiating means. ln testimony whereof I hereunto set my hand in the presence of two witnesses M nur F. ALLEN, W. LINN Anm, 

